Air-brake system.



No. 7|2,a77. Patented Nov. 4, I902.

P. wunme.

AIR BRAKE SYSTEM.

(Application filed Oct. 9, 1901.) (No Model.) 6 Sheets-Sheet l.

115 h L i EIEKL Patented Nov. 4, I902 P. wmrma.v Am BRAKE SYSTEM.(Applicntiop. filed. Oct.' 9, 1901.)

6 Sheofaj-Sheafi 2.

(No Modal.)

THE Mum]; PETERS ca. FHOTU L|THD- WASHINGTON. u. c.

N0. 7I2,877'. Patented Nov. 4, I902. Y

P. WHITING. AIR BRAKE svs'rz'm. (Application filed Oct. 9, 1901.

6 Shets-Shaet 3.

(No Model J 'Illllllll llllllllllllllllll awoamio'c Whiting Q filwitmwooa m: NORRIS FEI'ERS co, muraumo. wasumaron. 1:v c.

no. 7:2,a77. Patented Nov. 4, i902.

P. wunma. A lR BRAKE SYSTEM.

(Application filed Oct. 9, 1901.)

(No Model.)

'6 Shets-Sheet 4.

anaemic 6.

- PfzuZ Whiting,

No. 7l2,877. Patentedflov. 4, I902.

P. wumue.

AIR BRAKE SYSTEM.

(Applicayion filed Oct. 9, 1901.)

(No Model.) 6 SheetsSheet 5.

' Elli Q I anvewl'dc: I W P itiny @Mg7M w 1u= NORRIS PETERS cu. wmuumu.vmsumcno u. c.

of, in whichurn STArns' PATENT i1 FFICE.

PAUL wrnrme, OF EAST LAS VEGAS, 'rneairoar on NEW MEXICO.

AIR-BRAKE SYSTEM.

SPECIFICATION forming part of Letters Patent No. 712,877, dated.November 4, 1902. Application filed October 9, 190:1: seen no. 78,145.(no model.)

To all whom/it inlay concern/.

Be it known thatLPAUL'WHITINe, a citi-; zen of the UnitedStatesfresidingat East Las; Vegas, in the county of San Miguel and Ter-jritory of New Mexico, have in ventednew an'di useful Improvements inAir-Brake Systems; of which the following is'a specification.

My invention relates to air-brake systems; and the object of the same isto producea system' which will be provided with means: for meeting allemergencies and'will', be simg pie in construction and efficie'nt inapplication.

My system comprises an auxiliary or auto-Q matic air-line,which will betermed the trainline, and an independent release and ap plication line,which will be termed the straight-airline. These two lines are con-;nected to a quadruple valve and an engi-Q neers equalizer-valve, both ofwhich formj the subject-matter of independent applications for patents,filed November 12,.19Ol,1 Serial Nos. 78,146 and 77,-97O, respectively;Besides the two valves above mentioned a main reservoir,brake-cylinder,hose-couplings, a safety-Valve, a whistle-valve, andtwo; gages are alsoconnected to the train-line. I The novel parts of my construction andar-;

rangement are fully described in this specithg.

cation and claimed, and illustrated in theac-g companying drawings,forming a part'there-i Figure l is a diagrammatic view of my sys-Z tem,showing the various units and their con-3 nections. Fig. 2 is a verticallongitudinaL section of my cylinder and equalizer valves. Fig. 3 is asection on the line 3 3, Fig. 2. Fig. 4 is an end view of the largecylinder-valve. Fig. 5 is a development of the lower half of the casingof the same. Fig. 6 is 3. development of the cylinder of the same. Fig.7 is an end View of the small cylinder-valve. Fig. 8 is a development ofthe lower half of the casing of the same. Fig. 9 is a developmentv ofthe cylinderfof the same. Fig. 10 isa vertical longitudinals'ection ofmy quadruple valve D and a portion of the auxiliary reservoir E. Fig. 10is a detail of the triangular port. Fig. 11 is a detail of one of theslidevalves. Fig. 12 is a detail of the flap-valve 10. Fig. 13 is adetail of the strainer. Fig. 14 is a detail of the two-way cock.

the cylinder 3.

Like characters of reference designate like parts in the different viewsof the drawings.

In the following description of the appa- Qratus comprised in my systemthe equalizer and cylinder valves will be first described,

then the quadruple valve, after which the minor parts will be describedand the connections of all members to the two main lines will be pointedout. The operation of each unit will be set forth at length inconnection 'With itsdescription to facilitate the understanding of theoperation of the whole.

The numeral 1 designates-the casing of my large cylinder-valve A, whichconsists of two sections, an upperand a lower, (designated 1 and 1",respectively.) Snugl'y fitting the easing land mounted to turn thereinon a stubshaft2 is a hollow cylinder 3. has an end triangular incross-section, and fit- The shaft 2 adapted to engagea series of fivelugs formed 'on the upper half 1' of the casing, which lugs aredesignated by the numerals 6 to 10, both I inclusive.

The extreme'lugs 6 and 10 are undereut at 6 and 10", respectively, toengage and stop the catch, while the intermediate lugs 7, b, and 9 arebeveled 0ft on the -sides to enable the catch 5'to be forced to rideover them.

The lower halt l of the casing is provided with five ports, (designatedby the numerals 11 to 15.) The port 11 is connected "by a passage 16 toa pipe 17', connected to the main reservoir on the locomotive. Thepassage 16 also communicates'with a pipe 16, connected to a governor.(Not shown.) The port 12 is connected to the rear chamber of the lowercylinder of the equalizer-valve B by a passage 18. The port 13 isconnected by a passage 19 to the upper chamber of theuppercylinderoftheequalizing-valveB. The port 14 is connected by apassage 20 to the forward chamber of the lower cylinder of theequalizing-valve. Thispassagealsoconnects with a pipe 20, connected to agage. The

port 15 is the exhaust and communicates directly with the open air. Thecylinder 3 has a series of ports therein corresponding with the ports inthe casing 1". The cylinder-ports are seven in number. Two of thecylinderports 11' and 11 are located to be brought into register withthe port 11 by using the handle 4, one other 12 is located to be broughtinto register with the port 12 in the casing, two ports 13 and 13 arelocated to be brought into register with the port 13, two ports 14 and14 are located to be brought into register with the port 14, and the tworemaining ports 15' and 15 are located to be brought into register withthe port 15 in the casing.

The equalizing-valve B consists of two main parts, an upper cylinder 22and a lower cylinder 23, which cylinders are connected by ribs 21. Thecylinder 22 is bolted to the valve A and communicates therewith, asbefore mentioned, by way of a passage 19. Mounted within the cylinder 22is a tightlyfitting piston 24, having packing-rings 24 and a stem 25.The stem 25 fits snuglya casing 30, formed integral with the lower headof the cylinder 22. The lower end of the stem is bored longitudinally at27 for a portion of its length, and fitting within the bore is a shank28, formed integral with a threaded head 29, screwed in the lower end ofthe casing 30. The head 29 is slotted at 30 to provide a passage for theair and beveled off on its upperside at 29. The stem 25 isbeveledoppositely from the head 29 and abuts the same, thereby forming a tightjoint and normally closing the slot 30 to the passage of air. The stem25 is cut awayat 31, adjacent to the head, and apertured transversely at31 to enable the air to pass, when the piston 24 is raised, through theslot 30 and into a passage 32, communicating with the open air. This isthe train-line exhaust, as will appear. The cylinders 22 and 23communicate by means of a passage 33, formed in the casing andconnecting the lower chamber of the upper cylinder with the forwardchamber of thelower one. A reservoir 34 is connected to the cylinder 22at a point above the piston 24 by a pipe 35. This tank increases thecapacity of the cylinder and holds a reserve supply of air, whichincreases the efficiency of the valve. A bumper 36, formed in the top ofthe cylinder 22, limits the movement of the piston, and keeps it fromcovering the pipe 35. A second bumper 37 on the piston 24 limits thedownward movement thereof and keeps it from closing the passage Thelower cylinder 23 is divided into two chambers 38 and 39 by a transversepartition 40, which chambers will be termed the rear and forward ones,respectively. Mounted within the cylinder is a piston 41, having apacking-ring 41 and a hollow stem 42 snugly fitting a sleeve 43, fittedwithin a central aperture in the partition 40. The stem 42 is beveledoif at 42 and tits snugly over a hollow shank 44 and abuts the beveledinner face in the end of the cylinder 23. A squared portion 47accommodates a wrench, and a cap 48, fitted over the end of thecylinder, makes it doubly tight. To provide means for regulating thepressure necessary to displace the piston 41 from its normal forwardposition, a stiff spiral spring 49 is mounted on the stem 42 and bearson the head at one end and oppositely on a collar 49, integral with thestem. The tension of the spring can be adjusted by means of theadjustable head 45. The collar 49 also limits the travel of the piston.As before mentioned, the cylindervalve A and the rear compartment 38 ofthe cylinder 23 are connected at port 12 by the passage 18 and theforward compartment 39 is connected to the valve A at port 14 by thepassage 20. The compartment 39 is also connected to the main train-lineby a pipe 50. The pipe 17, before mentioned, which communicates with thepassage 16, is coupled to the bottom of the cylinder 23. The passage 16traverses the casing of the cylinder, but has no connection with theinterior thereof.

The second small cylindervalve (designated C) is similar in constructionto the valve A and is bolted to the connecting-casingjust below thevalve A. The valve 0 comprises a casing 51, having upper and lowerportions 51 and 51", respectively, and a cylinder 52, fitted therein.The lower half 51 of the casing is provided with three ports, anexhaust-port 53 and two other ports 54 and 55. The pipe 56 communicateswith the port 54 and is connected to the train-line, which suppliesstraight air to the brake-cylinders. The port communicates with apassage 57, which in turn communicates with the passage 16, connected toa pipe 17, connected to the main reservoir. The cylinder 52 is piercedby eight ports, four large and four small ones. Four ofthe ports, twolarge and two small, are designed to register with the port 54 and aredesignated by the characters 54, 54 54 and 54 Two of the remaining fourports, a large and a small one, are designed to register with theexhaust-port 53 and are designated 53 and 53 while the other ports, alarge and a small one, are located to register with the port 55 and aredenoted by the characters 55 and 55 The upper half 51 of the casing hasfive lugs formed thereon, which are numbered from 58 to 62, inclusive.The two extreme lugs 58 and 62 are undercut. A handle 63 is connected toa stub-shaft 64 in the cylinder and provided with a springactuated catch65, which is adapted to ride over the lugs 59, 60, and 61 and to engagethe lugs 58 and 62.

The operation of my three valves A, B, and C will now be set forthand'the course of the air traced with the handles on the cylindervalvesin their different positions. lVith the handle 4 pushed over to itsextreme position, with the catch 5 engaging the undercut lug 6, thevalve A is in the first position. gives the emergency action of thebrakes.

This

Ports 14 14 and the exhaust-ports 15 15' now register. The air can thenflow from'trainline through pipe into compartment 39 of cylinder 23,through passage 20, and ports 14 14 to cylinder 2, and then throughports 15 15' to open air. With the catch 5 abutting the lug 7 the'valveA is in the second position. The ports 13 13 and exhaust-ports 15 15 nowregister, and air in the cylinder 22 above the piston and in thereservoir 34 flows through passage 19, ports 13 13, and ports 15 15 toopen air until the pressure in the trainline acting on the piston 24through pipe 50,

chamber 39, and passage 33 raises the piston- 24. All the air might bereleased, if desired. This action permits the air from train-line toenter the slots 30, then around the cutaway portion 31 of the stem 25,and escape to the open air through passage-32, giving an exhaust andsetting brakes. NVhen the pressure in the train-line becomes reduced tothat of the air remaining in the reservoir 34, the piston 34 will beagain seated and the escape of air shut off. When the bandle 4 stands onthe center, as shown in the drawings, with the catch 5 abutting lug 8,we have the third position. The ports in the cylinder 3 are all lapped.When the handle is moved over the lug 8 toward 9, the,

three pairs of ports 11 ll, 12 12, and 13 13 begin to coincide, and whenthe catch 5 abuts the lug 9 we have the fourth position and these portsall register. Air can now pass from the main reservoir through the pipe17, connected to the bottom of valve 23, through the passage 16, andinto the cylinder-valve by Way of ports 11 11, and out by way of ports12 12, down through passage 18 into the rear compartment 38 of thecylinder 23, also down through ports 13 13 and passage 19 to cylinderSince the stem 42 is normally unseated from the head 45, the air willpass from chamber 38 through slots 46, through the hollow stem 42 intochamber 39, then into the train-line through the pipe 50,

releasing the brakes, and also into the cylinder 22 by way of thepassage The ad mission .of air beneath the piston 24 will not raise it,since air at the same pressure is also admitted above the piston bymeans of ports 13 13 and passage 19, from whence it passes into thereservoir 34 by way of pipe 35. This is the running positioh ofthesystem. \/Vith the apparatus -in the condition described above assoon as the pressure of air in the train-line reaches a predeterminedintensity equal to the adjusted tension of the spring 49 the piston 41will seat the stem 42, thereby shutting offthe access of the air tochamber 39 and the train-line; ,but if from leakage the pressure in thetrain-line should be diminished the stem 42 would be again unseated andthe supply renewed. Therefore when the valve A is in this position withthe catch abutting lug 9 the valve b automatically equalizes thetrain-line and main-reservoir.

pressure-that is, itrestores the pressure in the train-line to itsnormal, which is equal to the adjusted expansive force of the spring 49.When the handle is moved over with the catch 5 engaging lug 10, this isthe fifth position, and the pairs of ports 11 11 and 14 14 now register.This position gives a quick recharge and full release, as the air passesfrom main reservoir through pipe 17, passage 16, ports 11 11 tocylinder, and out through ports 14 14 passage 20, through chamber 39,and pipe 50 to train-line. This completes the positions of the valve A,and those of the valve G will now be taken up.

The first position of the valve 0 is obtained when the handle 63 ismoved over with the catch 65 engaging the lug '58. In this position theexhaust-ports 53 53 and the ports 54 54 register. This gives a rapidexhaust from the brake-cylinders by wayof the straight air-line, thepipe 56, and the ports 54 54 and 53 53'. This is the full-releaseposition. The second position results from setting the handle 63 at thelugs 59. The ports 53 53 and 54 54 then register and give a less rapidexhaust in the same manner as before. The third position results fromsetting the handle 63 on the center adjacent to lug 60. All ports arethen lapped. The fourth position is given by setting the handle 63adjacent to the lug 61. This registers the ports 54 54 and 55 55 andadmits a small supply of air to the brake-cylinder, which supply passesinto them from the main reservoir by way of pipe 17, passage 16, passage57, ports 55 55, through cylinder to ports 54 54 and pipe 56. This is anemergency position. The fifth position results from moving the handle 63until the catch 65 engages the lug 62. This registers the ports 54 54and 55 55 and gives a large supply to the brake-cylinders, which passesinto them by way of pipe 17, passage 16, passage 57, ports 55 55 ports54 54 and pipe 56. This is the second emergency position;

The letter D designates my quadru ple valve, which valve has a casing 66formed in three sections bolted together and divided into threecompartments 67, 68, and 69 by two transverse partitions or cross-heads7O 71. Mounted to slide in central apertures 72 in the partitions 7O 71is a pistonrod 73, bearing two pistons 74 and 75, keyed thereon. Thepiston 74 is located in compartment 67, while the piston 75 is locatedin compartment 69. These pistons are each supplied with packing-rings.The piston 74 beats tWo arms 76 and 77, and the piston 75 bears one arm78, formed integral therewith. The arm 76 is integral with the piston74; but the arm 77 is rigidly mounted in an aperture therein and snuglyfits a sleeve 79, mounted in the partition 70. Each of the arms 76, 77,and 78 carries a slide-valve, which valves are designated by thenumerals 80, 8l,'and 82, respectively. The valve 80 is located "incompartment 67 and is designed to close the mouth of apassage 83,traversing the casing 66 and IIO communicating with a pipe 84,connecting the valve D and the brake-cylinder. The port closed by thevalve 80, is triangular for a purpose which will appear. The pipe 84 isalso connected by a passage 84 to the compartment 68. The valve 81 islocated in compartment 68 and is designed to close the mouth of anexhaust-passage 85, communieating with a pipe 86, connected to thestraight-air line in case two lines are used; otherwise it opens to theair. The valve 82 is located'in the compartment 69 and is designed toclose the mouth of two passages, the first, a passage 87, whichcommunicates with the compartment 68, and the second, a smaller passage89, which establishes direct communication between the compartment 69and auxiliary reservoir E. The auxiliary reservoir E and the chamber 67are connected directly by a tortuous passage 88, traversing the casing66 of the valve.

The valves 80, 81, and 82 are very similar in construction and comprisea slide 90, (see details,) beveled ofi on the sides at 90, and a stem91, formed integral with a yoke 92, havingdovetailed feet 92,fitt-ingtransverse dovetail grooves in the slide 90. In case of the valve 81 itsslide 90 is apertured'at 90 and a gate or flap valve 93 is mounted toclose the opening and to swing inwardly. Each of the slides 90 fitsgrooved seats 94, integral with the casing 66. Springs 95 surrounds thestems 91 and bear on the arms 76, 77, and 78, in which the stems 91 aremounted to slide, and thereby serve to hold the slides 90 in their seats94.

Mounted in the top of the casing 66 in line with the piston-rod 73 is astem 95. This stem 95 fits an aperture 96 in a cross-bar 96 and anaperture 97 in a nut 97, fitted in a threaded aperture 98 in the casing66. A collar 99 limits the movement of the stem and a spring 100surrounds it and bears against the collar 99 and the nut 97. This stem95 is similar to the spring-buffer stem used in the triple and is for ananalogous purpose.

As before mentioned, the passage 87 communieates with the compartment68. The end of the passage 87 is not open, but is closed by a flap orgate valve 101, set to be normally held closed by gravity and having anoverhanging lug 101 adjacent thereto (see Fig. 12) to limit its backwardswing. The valve 101 comes into use to prevent the return of air fromthe brake-cylinder when an emergency application is made. The passage 83does not open directly to valve 80, but has an enlarged mouth withinwhich is located a flap-valve 102, which opens outwardly and also servesto prevent the rebound of air from the brake-cylinder when an emergencyapplication is made. A cap 103 gives access to the valve 102.

Connection with an automatic air train-line is made by means of a pipe104, which is connected to the compartment 69 of the valve D. This pipeis supplied with a strainer 104.

(Shown in detail in Fig. 13 of the drawings.) A plug 105 is fitted inthe bottom of the easing 66; but this plug may be replaced bya petcockfor draining the valve of accumulated moisture.

The operation of my valve will now be sketched and the path of the airfor different operations traced. As shown in Fig. 1, the brakes arereleased, and the pressure in the train-line, which is connected tocompartment 69 by pipe 104, is equal to the pressure in the auxiliaryreservoir E, since they are in direct communication by way of passage89. Air is free to fiowfrom auxiliary reservoir E through passage 88into compartment 67, so pressure is equal in compartments 6'7 and 69.lVhen it is desired to set the brakes, a reduction of pressure is madein the train-line connected to compartment 69 by pipe 104. This willmake a reduction of the pressure in compartment 69 and cause thepressure in the chamber 67, which. is backed up by the pressure in theauxiliary reservoir E, to raise the piston 74 and operate the valves 80,81, and 82. The valve 82 will immediately cover the passage 89 andprevent the flow of the airin reservoir E into 69, and the valve 81 willclose the exhaust 85. The port 80, which is normally closed by the valve80, will now be gradually opened, the small apex (see detail, Fig. 10)being uncovered first. This will permit the air to flow gradually fromthe auxiliary reservoir E through the passage 88 into the compartment67, through port 80, passage 83, and into the brake-cylinder, settingbrakes. As soon as the pressure in the auxiliary reservoir E and chamber67 is reduced to that of the train-line and chamber 69 the piston 74will drop, closing port 80. The gradual reduction of air in thetrain-line, as set forth above, constitutes the first application. Itshould be noted that when port 80 is entirely closed by the valve 80 theexhaust-port is still closed by the valve 81, which retains the pressurein the brake-cylinder. This action renders the valve D a perfectequalizer, since pressure in the train-line and the auxiliary reservoirE are always kept equal by the abovedescribed operation. The gradualapplication of the brakes, which results from having the triangular port80, is very important, as it prevents the pulling out of the draw-headsby allowing time for taking up the slack in the train. To set the brakeswith greater force, the same action is again repeated. When a release isdesired, what I term the second application is employed, and thepressure is turned into the train-line. This pressure will becommunicated to the chamber 69 by pipe 104 and will force the piston 75down, operating valves 80, 81, and 82 and opening exhaust-port andchamber 68 to the atmosphere, releasing brake-cylinder pressure, whichflows out through pipe 84 into chamber 68 to atmosphere when pipe 86 isomitted and through pipe 86 and line H to atmosphere when said pipe isattached.

Normally the brakes are applied as above, and the stem will serve as abumper to limit the travel of the piston-rod 93; but when an emergencyapplication'is required what I term the third application is used and alarge reduction of pressure is made in the trainline and chamber 69large enough to enable the force of contact of the piston-rod 73 withthe stem 95 to overcome the tension of the spring and permit the valve82 to uncover the passage 87. This action will cause air to flow moredirectly from the chamber 69 to the brake-cylinder by way of' passage87, raising flap 101, chamber 68, and pipe 84:. The rapid rush of airinto the brake-cylinder will cause more air to enter than would remainif free to return, but this return is prevented by flap-valves 101 and102.

By means of thestraight-air line connected to the pipe 86 a fourth.application of air is possible. This is accomplished by turning air intothe straight-air line which will fiow through pipe 86, raise flap 93,and enter the chamber 68, from whence it passes into the brake-cylindervia pipe 84.

A brake-cylinder F is connected to each of cylinder is connected to thepipe 84, which is in communication with the center compartment 68 of thequadruple D.

The automatic or main train-line is designated by the letter G andextends from the equalizing-valve B, to which it is connected by thepipe 50, the whole length of the train. The intervals between the carsare spanned by hose-pipes 106, connected by couplings 107 of any knownor approved form, such as are covered by my allowedapplication, filedSeptember 12, 1900, Serial No. 29,799. The train-line G is connected tothe quadruple D by the pipe 104, which communicates directly with theupper compartment 69 of the quadruple. A valve 108 is also located inthe line for use in emergencies.

The independent release and application line, called the straight-airline, is designated by H. This line extends from a main reservoir Ithroughout the length of the train and is connected to the smallcylinder-valve O and the quadruple D by the pipes 56 and 86,respectively, previously described. A valve H in the line H adjacent tothe reservoir is normally closed. There is an elbow in the pipe 86, andlocated therein is a two-way cock J. (Illustrated in Fig. 1 1.) The cockJ comprises a casing 109, having two connections 111 designed toestablish communication between the connections and 110 and theconnection 110 and an aperture 110 in the casing. The aperture 110communicates directly with the open air. When it is desired to cut outthe straight-air line H, the handle 1 12 is turned to establishcommunication between connection 110 and aperture it is connected to thepipe 17, which is connected to the casing 23 of the equalizing-valve andcommunicates with the cylinder-valve A by way of passage 16, whichcylinder is connected to compartment 39 of cylinder 23 by passage 20, towhich compartment pipe 50, which is joined to the train-line G, is alsoconnected. All air passes out of the reservoir I through pipe 17, sincethe valve H is always kept closed except in emergencies.

The pipe 20, which is connected to the easing of the equalizer-valve, isconnected to a differential gage K, which is also connected to the pipe16, communicating with the passage 16. A gage for showing the pressureinthe train-line H is connected by a pipe 113 to the pipe 56. A reducingor safety valve L, such as described in my Letters Patent No. 666,171,dated January 15, 19-01, is also connected to the pipe 56 bya pipe 114.A whistlevalve. M, such as is covered by my allowed application, filedApril 10, 1901, Serial No. 55,139, is connected to the pipe 56 by a pipe115. Both the safety and whistle valves are set at a predeterminedpressure and permit the escape of air as soon as this point is reached,thereby warning the engineer.

The operation of my system will now be described. For an emergencyaction of the system the valve A is set in its first position, with thehandle adjacent to lug 6 thereon.

'As before noted, the air now flows out of trainline G through pipe 50,compartment 39, passage 20, ports 14E 14, through cylinder'2, andescapes through ports 15 15 to the open air. The above operation bringson the emergency or third action of the quadruple valve, and thepiston-rod 73 will contact with the stem 95, displacing it and causingthe valve 82 to uncover the passage 87. The air will then flow fromchamber 69 to the brake-cylinder F by way of passage 87, (lifting flap101,) chamber 68, and pipe 84:. A moderate action of the brakes isbrought about by setting the valve A in the second position, which willcause a slower exhaust from the train-line G by way of slots 30 andpassage 32. This brings about the first action of the quadruple valve D,for as soon as the pressure in chamber 69 is reduced the excess ofpressure in chamber 67 will raise the pistons 74 and 75 and operate thevalves 80, 81, and 82. The

ICC

vup then without releasing the brakes.

port 80, normally closed, will now be gradually opened, thus allowingthe air from the auxiliary reservoir E to flow through passage 88,compartment 67, passage 83, to brakecylinder F, setting brakes. Torelease the brakes, the handle of the valve A is turned over to thefourth position. Air now passes from the main reservoir I through pipe17, passage 16, ports 11 11, ports 12 12, passage 18, chamber 38,through stem 42 to chamber 39, then through pipe into train-line G. Fromthe train-line G the air flows through pipe 104: into the upper chamber69 of quadruple valve D, forcing pistons 74 and 75 down. This actionopens the exhaust-port in chamber 68 to the atmosphere, releasingbrake-cylinder pressure, which flows out through pipe 84 and exhaust 85.\Vhen the straight-air line H is connected to port 85 by the pipe 86,the exhaust will be thrown into this straightair line, and in order thatthe exhaust shall then be effective to release the brakes valve 0 mustalso be set in eitherits ii rst or second positions. If, however, thevalve 0 is set in third or lap position, there will be no release ofbrakes, and the auxiliary reservoir will be recharged by the pressureflowing from chamber 69. The train-line may also be pumped This is veryimportant, as it enables the engineer to restore the pressure in hisauxiliary reservoirand pipe-line after setting brakes. To put on thebrakes by straight air, the valve 0 is set in either its fourth or fifthpositions, when air will flow from main reservoir L through pipe 17,passage 16, passage 57, ports in cylinder, pipe 56, train-line H, pipe86, flap 93, chamber 68, passage 8%, pipe 84, to brakecylinder I.

The following are some of the advantages resulting from the useof'mysystem on trains: First, hand-brakes need not be set whendoscending grades, as the engineer can hold all brakes while pumping upeither the auxiliary reservoir or train-line pressure; second, anyportion of brake-cylinder pressure can be drawn off without releasingthe brakes; third, an exhaust is provided on the engine which enablesthe rear brakes to be released first and the engine last, thus avoidingbreak- 1. In an air-brake system, a quadruple valve provided with threecompartments, an upper, middle and lower, and means for regulating theadmission of air into said compartments, a brake-cylinder connected tosaid middle compartment, an auxiliary reservoir connected to said uppercom partmcnt, atrainline connected to said upper compartment, anequalizing-valve comprising an upper and a lower cylinder and means forregulating the admission of air into said cylinders, said valves beingconnected to said train-line, and

a main reservoir connected to said equalizer-' valve, substantially asdescribed.

2. In an air-brake system, the combination of a brake-cylinder, anauxiliary reservoir, a train-line, a main reservoir, an equalizingvalveconnected to said train-line and said main reservoir and constructed toregulate the flow of air between them, and a quadruple valve having anupper, a middle, and a lower compartment, said upper compartment beingconnected to said auxiliary reservoir and said train-line, said middlecompartment being in communication with said upper and lowercompartments and being connected to said brake-cylinder, said lowercompartment being connected to said auxiliary reservoir, said quadruplevalve being constructed to regulate the flow of air from said trainlineto said brake-cylinder and said auxiliary reservoir, substantially asdescribed.

In testimony whereof I have hereunto set my hand in presence of twosubscribing wit- HGSSGS.

PAUL WHI'IING. \Vitnesses:

M. H. WHITING, A. J. WHITING.

